JPH07305747A - Transmission, which receive load and speed of which can be changed - Google Patents

Transmission, which receive load and speed of which can be changed

Info

Publication number
JPH07305747A
JPH07305747A JP6106286A JP10628694A JPH07305747A JP H07305747 A JPH07305747 A JP H07305747A JP 6106286 A JP6106286 A JP 6106286A JP 10628694 A JP10628694 A JP 10628694A JP H07305747 A JPH07305747 A JP H07305747A
Authority
JP
Japan
Prior art keywords
gear
shaft
clutch
gears
speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP6106286A
Other languages
Japanese (ja)
Other versions
JP3106277B2 (en
Inventor
John R Botteril
ジョン・アール・ボッテリル
Karl-Heinz Huelsebusch
カルル−ハインツ・ヒュルゼブルシュ
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GKN Automotive GmbH
Original Assignee
GKN Automotive GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to DE43-13-167-0 priority Critical
Priority to DE4313167A priority patent/DE4313167C2/en
Application filed by GKN Automotive GmbH filed Critical GKN Automotive GmbH
Publication of JPH07305747A publication Critical patent/JPH07305747A/en
Application granted granted Critical
Publication of JP3106277B2 publication Critical patent/JP3106277B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H37/00Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04Combinations of toothed gearings only
    • F16H37/042Combinations of toothed gearings only change gear transmissions in group arrangement
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0818Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts comprising means for power-shifting
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0931Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0938Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts with multiple gears on the input shaft directly meshing with respective gears on the output shaft
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H2200/00Transmissions for multiple ratios
    • F16H2200/003Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0047Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H2312/00Driving activities
    • F16H2312/02Driving off
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/682Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings with interruption of drive
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00Machine element or mechanism
    • Y10T74/19Gearing
    • Y10T74/19219Interchangeably locked
    • Y10T74/19233Plurality of counter shafts
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00Machine element or mechanism
    • Y10T74/19Gearing
    • Y10T74/19219Interchangeably locked
    • Y10T74/19377Slidable keys or clutches
    • Y10T74/19386Multiple clutch shafts
    • Y10T74/194Selective

Abstract

PURPOSE: To certainly start forward and reverse stages concerning a thermal load by simultaneously loading two friction clutches of the lowest speed changing stages for starting at the time of forward and reverse traveling and maintaining a torque transmission route through them untill the same number of rotation is performed. CONSTITUTION: An input shaft 5 and a main spindle 6 are connected to each other in a torsionally resisting state, and rotational direction reversing means 113, 114 are provided in a torque transmission route reaching driven pinions 134, 111 from the input shaft 5. The torque transmission route is maintained through a friction clutch 125 at the latest the same number of rotation is performed by the friction clutch of the lowest gear stage by providing a means to simultaneously load the friction clutches 125, 127 for starting at the time of forward traveling and the time of reverse traveling. In the above constitution, it is possible to eliminate a separation clutch between the main spindle 6 and the input shaft 5 and to certainly start at the time of a forward stage and a reverse stage concerning a thermal load of the clutch.

Description

【発明の詳細な説明】Detailed Description of the Invention

【0001】[0001]

【産業上の利用分野】本発明は、入力軸を備えており、
該軸が、さまざまな変速段を実現する歯車対を介して、
入力軸と平行な少なくとも1本の別の軸と連結可能であ
り、各歯車対の各1個の歯車が2本の軸の一方と耐捩り
性に結合されており、又、各歯車対の他方の歯車が、そ
れぞれ摩擦クラッチを介して、2本の軸の他方と選択的
に耐捩り性に結合可能となった、負荷を受けて変速可能
な変速機に関するものである。
BACKGROUND OF THE INVENTION The present invention is provided with an input shaft,
The shaft has a pair of gears that realize various gears,
It is connectable to at least one other shaft parallel to the input shaft, each one gear of each gear pair is torsionally coupled to one of the two shafts, and The present invention relates to a load-changeable transmission in which the other gear can be selectively torsionally coupled to the other of the two shafts via a friction clutch.

【0002】[0002]

【従来の技術】上記種類の変速機がドイツ特許公報第 4
0 07 506号により知られている。そこに述べられた、単
純に構成されたパワーシフト式変速機は、手動変速機と
実質的に同一構造で実施することができ、又、安価に製
造可能である。変速段を切換えるための比較的小型に実
施された摩擦クラッチは、前進段のときにも後退段のと
きにも発進時に高い熱的負荷を受け、この負荷は場合に
よっては危険範囲に達することがある。この種の変速機
は構造長に基づいて機関に直接取付けられており、車両
内での横置き式取付にはあまり適していない。
2. Description of the Related Art A transmission of the type described above is disclosed in German Patent Publication No. 4
Known by issue number 07 07 506. The simply constructed power-shift transmission described therein can be implemented with substantially the same structure as a manual transmission and is inexpensive to manufacture. A relatively small friction clutch for shifting gears is subject to high thermal loads when starting, both in forward and in reverse, which in some cases can reach dangerous ranges. is there. This type of transmission is mounted directly on the engine on the basis of its structural length and is not well suited for lateral mounting in vehicles.

【0003】ドイツ特許公報第 38 12 327号により、二
重クラッチ式変速機として設計されたパワーシフト式変
速機が公知であり、そこでは入力軸がクラッチ外側部分
と結合されており、該外側部分は、分離された同軸の軸
で結合された2つのクラッチ内側部分を受容する。前進
発進のために、2つの最低変速段の歯車が噛み合わせら
れる。前進発進は2つのクラッチ部分で行われ、最低変
速段の切換スリーブの他に、同時に、次に高い段の切換
スリーブが操作され、或る段のクラッチの出力回転数が
その入力回転数に達したなら、動力伝達経路はこれらの
段の一つにおいて分割される。その逆に、後退発進時に
は一方のクラッチ半部分のみが負荷される。二重クラッ
チはこの場合手動変速機の通常のクラッチよりも長くに
構成されている。この変速機は、その構造に基づき、車
両内に横置き式に取付けるのにあまり適していない。
German Patent Publication No. 38 12 327 discloses a power-shift transmission which is designed as a double-clutch transmission, in which the input shaft is connected to the outer part of the clutch. Receives two clutch inner parts joined by separate coaxial axes. The two lowest gears are meshed to move forward. Forward start is performed by the two clutch parts. In addition to the switching sleeve of the lowest shift stage, the switching sleeve of the next higher gear is operated at the same time, and the output speed of the clutch of a certain speed reaches its input speed. If so, the power transmission path is split at one of these stages. On the contrary, only one half of the clutch is loaded at the time of reverse starting. The double clutch is in this case constructed longer than the normal clutch of a manual transmission. Due to its structure, this transmission is not well suited for horizontal mounting in a vehicle.

【0004】ドイツ公開特許公報第 35 46 454号に示さ
れた二重クラッチ式変速機は、先に指摘した刊行物と実
質的に同じ特徴を備えており、発進は2つのクラッチ部
分を介して行われ、2本の軸は切換スリーブを介して剛
性に結合される。最低変速段のクラッチ部分で無滑り状
態が達成されると、切換スリーブを外すことができ、こ
れにより、変速圧力が生じる。
The double-clutch transmission shown in DE-A 35 46 454 has substantially the same characteristics as the publications previously pointed out, and the starting is via two clutch parts. Done, the two shafts are rigidly connected via a switching sleeve. When the non-slip condition is achieved in the lowest gear clutch part, the switching sleeve can be disengaged, which results in a shift pressure.

【0005】欧州特許公報第 0 239 553号により2本の
中間軸を備えた短縮構成の変速機が知られているが、し
かしこれは手動変速機として設計されたものである。ド
イツ公開特許公報第 41 16 989号により、3本の軸を備
え、軸方向で短縮構成された5速又は6速変速機が知ら
れているが、しかしこれもやはり手動変速機として実施
されている。
From EP 0 239 553 there is known a transmission with a shortened configuration with two intermediate shafts, but it is designed as a manual transmission. German published patent DE 41 16 989 discloses a five-speed or six-speed transmission with three shafts and axially shortened construction, but it is also implemented as a manual transmission. There is.

【0006】米国特許公報第 5,031,473号に示された5
速変速機は軸方向構造長が短く、自動変速機として用い
るのにも適しているが、しかしそこには、後退段の配置
について何ら言及されていない。米国特許公報第 5,03
5,682号に示された6速又は8速変速機は2つの後退段
を備えており、後退段は、油中を回転する単一の多板ク
ラッチによって操作される。発進は、当該クラッチを入
れた後、コンバータによって行われる。
5 shown in US Pat. No. 5,031,473
Fast transmissions have a short axial length and are suitable for use as automatic transmissions, but there is no mention of a reverse gear arrangement. US Patent Publication No. 5,03
The 6-speed or 8-speed transmission shown in 5,682 has two reverse gears, which are operated by a single multi-disc clutch rotating in oil. The vehicle is started by the converter after the clutch is engaged.

【0007】上記種類の変速機において前進段時の発進
が2つの変速段のクラッチを介して行われる限りで、そ
れぞれ、後退発進時にクラッチの負荷が前進発進時と同
じ高さとなり得る事情が考慮されていない。この点に関
して、公知の変速機は解決策を提供していない。
In the transmission of the type described above, as long as the vehicle is started at the forward speed through the clutches at the two speed stages, the situation in which the load of the clutch can be the same as that at the forward start when the vehicle is moving backward is considered. It has not been. In this regard, known transmissions do not provide a solution.

【0008】[0008]

【発明が解決しようとする課題】この点を前提に、本発
明の課題は、前記構造様式を維持し、その際、好ましく
は、主軸と入力軸との間にある分離クラッチを省き、他
方で、クラッチの熱的負荷に関して前進段及び後退段の
とき確実な発進を可能とする、冒頭に指摘した種類の変
速機を提供することである。
On the basis of this point, the object of the invention is to maintain the above-mentioned construction mode, preferably omitting the separating clutch between the main shaft and the input shaft, while SUMMARY OF THE INVENTION It is an object of the invention to provide a transmission of the kind mentioned at the outset, which allows a positive start in forward and reverse with respect to the thermal load on the clutch.

【0009】[0009]

【課題を解決するための手段】このための解決策は、請
求項1に記載の特徴によって与えられている。こうし
て、指摘された課題が完全に解決される。前進発進時に
も後退発進時にも、2つの第1変速段のクラッチは、同
時に、熱的過負荷を排除する仕方で、負荷される。変速
段の歯車対を2本の副軸に分散させることで、特に短い
構造様式が可能となる。個々の変速段の摩擦クラッチの
操作は、類概念を形成する先行技術に述べられたよう
に、電子機械式に行うことができ、それぞれ1つの軸方
向操作装置が、構造上隣接した2つの非連続的変速段の
摩擦クラッチを選択的に負荷する。しかし、同様に、個
々の変速段の摩擦クラッチを負荷するためにそれぞれ個
々の液圧式又は空気圧式操作要素を利用することができ
ることは、当業者にとって周知である。
A solution for this is provided by the features of claim 1. In this way, the problem pointed out is completely solved. During forward and reverse starting, the two first speed clutches are simultaneously loaded in a manner that eliminates thermal overload. Distributing the gear pairs of the gears to the two countershafts allows a particularly short construction. The actuation of the friction clutches of the individual gear stages can be performed electromechanically, as described in the prior art forming the analogy, one axial actuating device for each of the two non-adjacent structurally adjacent devices. The friction clutch of the continuous gear is selectively loaded. However, it is likewise known to the person skilled in the art that, likewise, each individual hydraulic or pneumatic operating element can be used to load an individual gear friction clutch.

【0010】きわめて短い構造空間の内部でも、車両内
に横置き式に取付けるために機関・変速機ユニット内で
使用される5速又は6速変速機を実現することができ
る。発進、特に急勾配での発進は、度重なる反復時、投
入されるクラッチの熱容量を要求し、この熱容量は、ク
ラッチをこの場合駆動軸に配置し又は一方の副軸に配置
する場合、2つの同時に負荷されるクラッチを本発明に
より利用することによって容易に用意することができ
る。それ故、経費も空間も必要とするコンバータの利用
は不要となる。
Even within a very short structural space, it is possible to realize a five-speed or six-speed transmission used in an engine / transmission unit for lateral installation in a vehicle. Starting, in particular on steep starts, demands the heat capacity of the clutch to be engaged during repeated repetitions, which when the clutch is arranged here on the drive shaft or on one countershaft, A simultaneously loaded clutch can be readily prepared by utilizing the present invention. Therefore, the use of converters, which requires both expense and space, is dispensed with.

【0011】後退発進は、前進発進と同じ仕方で、第
1、第2変速段の摩擦クラッチ及び噛合い部を同時に負
荷して行われる。互いに噛み合う適宜な回転反転歯車が
2本の副軸に配置して設けられているだけであり、これ
が選択的に軸と連結されている。前進発進から後退発進
に切換えるとき、動力取出しが直接行われる方の副軸の
切換が行われる。
Reverse starting is carried out in the same manner as forward starting by simultaneously loading the friction clutch and the meshing portion of the first and second gears. Only suitable reversing gears meshing with each other are arranged and provided on the two counter shafts, which are selectively connected to the shafts. When the forward drive is switched to the reverse drive, the auxiliary shaft from which power is taken out directly is switched.

【0012】前進発進及び後退発進がそれぞれ2つのほ
ぼ同時に負荷されるクラッチで行われるようになった2
つの基本的実施態様が提案される。後に図1〜図5に示
す第1実施態様は駆動軸を含み、この軸は主軸と同軸に
設けられて耐捩り性にこれと結合されており、前進段の
数に一致した数の駆動歯車が耐捩り性に駆動軸に設けら
れて軸方向で固定されている。変速段を実現する歯車対
の当該歯車とそれに付属して変速又は発進を行う摩擦ク
ラッチは、有利には、第1速の摩擦クラッチと第2速の
摩擦クラッチが互いに別々に制御可能となり且つ好まし
くは同じ副軸に配置されているように、2本の副軸に分
散されている。この第1副軸が駆動側回転反転歯車も担
持しており、該歯車は第2副軸に配置された第2回転反
転歯車と噛み合う。各副軸に担持された被動ピニオンは
それに続く差動歯車装置の差動平歯車と直接噛み合って
回転する。最も単純な実施態様では、第1副軸と被動ピ
ニオン又は回転反転歯車との耐捩り性結合によって、二
重切換スリーブが前進走行と後退走行との間の動力伝達
経路中で切換を行う。
Forward start and reverse start are each performed by two clutches that are loaded substantially at the same time.
Two basic embodiments are proposed. The first embodiment, which will be described later with reference to FIGS. 1 to 5, comprises a drive shaft, which is provided coaxially with the main shaft and is torsionally connected thereto and has a number of drive gears which corresponds to the number of forward stages. Is provided on the drive shaft in a torsion-resistant manner and fixed in the axial direction. The gear of the gear pair that realizes the gear position and the friction clutch that is attached to the gear and that shifts or starts the gear are advantageous in that the first-speed friction clutch and the second-speed friction clutch can be controlled separately from each other. Are distributed on two countershafts as they are arranged on the same countershaft. The first counter shaft also carries a drive-side rotation reversing gear, which meshes with a second rotation reversing gear arranged on the second counter shaft. The driven pinion carried on each counter shaft directly meshes with the differential spur gear of the differential gear unit that follows to rotate. In the simplest embodiment, the torsion-resistant connection between the first countershaft and the driven pinion or reversing gear causes the double switching sleeve to switch in the power transmission path between forward and reverse travel.

【0013】後に図6〜図11に基づいて述べる第2実
施態様はやはり2本の副軸を有し、該副軸は、機関回転
数の規模において、各1個の駆動ピニオンを介して、主
軸と耐捩り性に結合された短い方の駆動軸によって駆動
される。変速段の歯車対の摩擦クラッチは、好ましく
は、2本の副軸に配置される。この場合、第1変速段用
クラッチと第2変速段用クラッチは、好ましくは、同じ
副軸に取付けられている。被動軸は駆動軸と同軸に設け
られており、且つ、副軸の歯車対の当該被動歯車と駆動
結合されている。被動ピニオンは耐捩り性に且つ軸方向
で固定して被動軸に設けられており、且つ、それに続く
差動歯車装置の差動平歯車に至るトルク伝達経路を直接
に、又は中間歯車を介して、実現する。第2副軸には、
軸方向で固定して、第2副軸と連結可能に、駆動側回転
反転歯車が設けられており、該歯車は第1副軸の当該回
転反転歯車と噛み合う。切換スリーブを適宜に配置する
と、1つ又は2つのスリーブを入れることによって前進
走行又は後退走行が実現される。
The second embodiment, which will be described later on the basis of FIGS. 6 to 11, also has two countershafts, which, on the scale of engine speed, are each connected via a drive pinion. It is driven by a shorter drive shaft which is torsionally coupled to the main shaft. The gear clutch friction clutch of the gear stage is preferably arranged on two counter shafts. In this case, the first shift speed clutch and the second shift speed clutch are preferably mounted on the same counter shaft. The driven shaft is provided coaxially with the drive shaft, and is drivingly connected to the driven gear of the counter gear pair. The driven pinion is provided on the driven shaft with torsion resistance and fixed in the axial direction, and the torque transmission path to the differential spur gear of the differential gear device that follows is directly or via an intermediate gear. Will be realized. The second countershaft has
A drive side rotation reversing gear is provided so as to be fixed in the axial direction and connectable to the second counter shaft, and the gear meshes with the rotation reversing gear of the first counter shaft. With the switching sleeves appropriately arranged, forward or reverse travel is realized by inserting one or two sleeves.

【0014】高速で回転する駆動軸でもって、第5速又
は第6速のとき被動軸は一層高い回転数で駆動される。
これは、第1速のピニオン及び一緒に回転するクラッチ
ハウジング及び当該外板にとって、駆動軸回転数の数倍
を意味するであろう。第1速の歯車対中のフライホイー
ルがこの状態を防止する。しかしフライホイールは後退
段のとき橋絡されねばならない。この橋絡は、被動軸の
第1速の歯車と第3以上の変速段の、その横で軸方向で
固定され耐捩り性に被動軸に固定された歯車との間の噛
合クラッチによって行われる。
With the drive shaft rotating at a high speed, the driven shaft is driven at a higher rotational speed in the fifth speed or the sixth speed.
This would mean several times the number of drive shaft revolutions for the first speed pinion and the clutch housing and its skin which rotate with it. A flywheel in the first speed gear pair prevents this condition. However, the flywheel must be bridged when it is in reverse. This bridging is performed by a meshing clutch between the first-speed gear of the driven shaft and the gear of the third or more gears, which is laterally fixed in the axial direction and is torsionally fixed to the driven shaft. .

【0015】第1速の歯車の軸方向摺動は、第1速の歯
車対の適宜なはすば歯車によって、回転時に引き起こす
ことができる。歯車の回転は第1変速段の変調されたク
ラッチトルクによって開始され、クラッチは停止した被
動軸又はほぼ停止した被動軸に抗して働く。第1変速段
の歯車を軸方向で摺動させる選択的手段として、連動杆
又はフォークによって手動操作される切換スリーブを用
いることができ、該スリーブは前進走行及び後退走行を
変更するために単数又は複数の切換スリーブと一緒に操
作される。
Axial sliding of the first speed gear can be brought about during rotation by means of suitable helical gears of the first speed gear pair. The rotation of the gears is initiated by the modulated clutch torque of the first gear and the clutch acts against the stopped or nearly stopped driven shaft. A switching sleeve manually operated by an interlocking rod or a fork can be used as the selective means for sliding the gear of the first speed stage in the axial direction, and the sleeve is a single sleeve for changing forward traveling and backward traveling. Operated with multiple switching sleeves.

【0016】第1速の歯車中のフライホイールは、第2
速と一緒に、発進時、第2の機能を果たす。第1速の滑
りがゼロになるや、推進力がすべて第2速に伝達され、
フライホイールが自由に回転する。こうして、第2速に
切換えるためにクラッチを特別にクラッチ制御すること
が不要となる。摩擦クラッチ内で油で湿潤された板の所
要の冷却と軸受の給油は副軸の好適な油穴を通して実現
され、この油穴に給油するポンプは好ましくは駆動軸に
よって直接駆動される。
The flywheel in the gear of the first speed is
Along with speed, it performs the second function when starting. As soon as the slip in the first gear becomes zero, all the propulsive force is transmitted to the second gear,
The flywheel rotates freely. In this way, it is not necessary to specifically control the clutch to switch to the second speed. The required cooling of the oil-wetted plates in the friction clutch and the refueling of the bearings are realized through suitable oil holes in the countershaft, the pumps for refueling the oil holes being preferably driven directly by the drive shaft.

【0017】[0017]

【実施例】以下、図面に基づき、本発明の例示的実施態
様を説明する。図1において象徴的に示された主軸6
は、運転時、変速機の入力軸5と耐捩り性に、可脱不可
能に結合されており、この結合は例えば捩り弾性クラッ
チを介して行うことができる。入力軸5と平行に2本の
副軸2、3が設けられている。入力軸5は駆動ピニオン
101(G1), 110(G2), 103(G3), 105(G4), 107(G5) を担持
している。括弧内の記号はそれぞれ当該変速段に付属し
ていることを示している。駆動ピニオン101, 110, 105
は、それぞれ、第1副軸2に付属した歯車102(G1),109
(G2), 106(G4) と噛み合い、他方、歯車103, 107は第2
副軸1に付属した歯車104(G3), 108(G5)と噛み合う。変
速段の最後に指摘した歯車はそれぞれ摩擦クラッチ125
(G1), 127(G2), 128(G3), 126(G4), 129(G5) を介して
その軸と選択的に連結可能又はこの軸から可脱可能であ
る。それぞれ1つの共通の操作装置130が変速段G1、G4
の摩擦クラッチ125, 126を選択的に操作し、又、共通の
操作装置132 が変速段G3、G5の摩擦クラッチ128, 129を
操作する。別の操作装置131 が変速段G2の摩擦クラッチ
127 を操作する。それぞれ2つの連続した変速段の摩擦
クラッチがそれぞれ2つの異なる操作装置に割り当てら
れているので、2つの操作装置を−一方はクラッチ閉の
意味で、一方はクラッチ開の意味で−ほぼ同時に操作す
ることによって、牽引力を中断することなく変速が可能
である。
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An exemplary embodiment of the present invention will be described below with reference to the drawings. Spindle 6 symbolically shown in FIG.
During operation, is connected to the input shaft 5 of the transmission in a torsion-resistant, non-detachable manner, which connection can be effected, for example, via a torsion-elastic clutch. Two auxiliary shafts 2 and 3 are provided in parallel with the input shaft 5. Input shaft 5 is a drive pinion
It carries 101 (G1), 110 (G2), 103 (G3), 105 (G4), 107 (G5). The symbols in parentheses indicate that they are attached to the gears. Drive pinion 101, 110, 105
Are gears 102 (G1) and 109 attached to the first counter shaft 2, respectively.
(G2), 106 (G4) meshes, while gears 103, 107 are the second
It meshes with the gears 104 (G3) and 108 (G5) attached to the counter shaft 1. The gears pointed out at the end of each gear are the friction clutch 125
It can be selectively connected to or detached from the shaft via (G1), 127 (G2), 128 (G3), 126 (G4), 129 (G5). Each one common operating device 130 has a gear G1, G4
The friction clutches 125 and 126 are selectively operated, and the common operating device 132 operates the friction clutches 128 and 129 of the gears G3 and G5. Another operating device 131 is a friction clutch for gear G2.
Operate 127. The friction clutches of two successive gears are respectively assigned to two different operating devices, so that the two operating devices-one for closing the clutch and one for opening the clutch-are operated almost simultaneously. As a result, gear shifting is possible without interrupting the traction force.

【0018】他方、第1、第2変速段の連結可能な被動
歯車が同じ軸2に割り当てられているので、発進のため
にそれらを同時に負荷することが可能である。上述の変
速段を利用して回転方向を反転するために、即ち後退走
行のために、軸2、3は、それぞれ、これと耐捩り性に
結合されて軸方向に摺動可能な切換スリーブ121, 122
と、軸上で自由に回転可能且つ各切換スリーブを介して
この軸と連結可能な回転反転歯車113, 114とを担持して
いる。2つの回転反転歯車は互いに直接噛み合ってい
る。
On the other hand, since the connectable driven gears of the first and second gears are assigned to the same shaft 2, it is possible to load them simultaneously for starting. In order to reverse the direction of rotation by utilizing the above-described shift speed, that is, for backward traveling, the shafts 2 and 3 are twistably coupled to the shafts 2 and 3, respectively, and the switching sleeve 121 is slidable in the axial direction. , 122
And rotation reversing gears 113, 114 that are freely rotatable on the shaft and connectable to the shaft via respective switching sleeves. The two rotation reversing gears are directly meshed with each other.

【0019】軸2に、この軸と選択的に連結可能な被動
ピニオン134 が嵌着されており、該ピニオンは切換スリ
ーブ121 を介して、回転反転歯車13に対して選択的に、
軸と連結可能である。軸3には、この軸と耐捩り性に結
合された第2被動ピニオン111 が嵌着されている。切換
スリーブ122 は、軸3の回転反転歯車114 を選択的に連
結し且つ外すためにのみ設けられている。両方の軸の被
動ピニオン134, 111はそれぞれ差動装置135 の駆動平歯
車119 と直接噛み合っている。これは、象徴的に、駆動
輪に至る2本の車軸4と結合されている。
A driven pinion 134, which can be selectively connected to the shaft, is fitted on the shaft 2, and the pinion is selectively attached to the rotation reversing gear 13 via a switching sleeve 121.
It can be connected to a shaft. A second driven pinion 111, which is torsionally coupled to the shaft 3, is fitted on the shaft 3. The switching sleeve 122 is provided only for selectively connecting and disconnecting the rotation reversing gear 114 of the shaft 3. The driven pinions 134, 111 of both shafts are in direct mesh with the drive spur gears 119 of the differential 135, respectively. It is symbolically connected to the two axles 4 leading to the drive wheels.

【0020】G1〜G5でもって5つの変速段101, 102(G
1), 110, 109(G2), 103, 104(G3),105, 106(G4), 107,
108(G5) が示してあり、そのうち変速段G1、G2は前進走
行及び後退走行用にのみ利用され、変速段G3〜G5は専ら
前進走行に役立ち、後退走行の間は特別の手段によって
遮断されたままである。G1のとき、動力伝達経路は入力
軸5から歯車101 を介して歯車102 へと走り、後者はク
ラッチ125 を介して−ユニット130 によって操作されて
−副軸2を連行する。この副軸2から動力伝達経路は切
換スリーブ121 を介して被動ピニオン134 に、そしてそ
こから平歯車119へと走る。変速段G2のとき、動力伝達
経路は入力軸5から歯車110 を介して歯車109 へと走
る。後者はクラッチ127 を介して−ユニット131 によっ
て操作されて−やはり副軸2を連行する。この副軸2か
ら動力伝達経路は切換スリーブ121 を介して被動ピニオ
ン134 及び平歯車119 へと走る。変速段G3〜G5のとき、
動力伝達経路は適宜に追跡可能である。
With G1 to G5, five gear stages 101, 102 (G
1), 110, 109 (G2), 103, 104 (G3), 105, 106 (G4), 107,
108 (G5), of which gears G1 and G2 are used only for forward and reverse travel, gears G3 to G5 serve exclusively for forward travel and are blocked by special means during reverse travel. It remains. When G1, the power transmission path runs from the input shaft 5 via the gear 101 to the gear 102, the latter via the clutch 125 being operated-by the unit 130-and entraining the countershaft 2. From this countershaft 2 the power transmission path runs via the switching sleeve 121 to the driven pinion 134 and from there to the spur gear 119. At the gear G2, the power transmission path runs from the input shaft 5 to the gear 109 via the gear 110. The latter-via the clutch 127-operated by the unit 131-also carries the countershaft 2. The power transmission path from the counter shaft 2 runs to the driven pinion 134 and the spur gear 119 via the switching sleeve 121. When the gear is G3 to G5,
The power transmission path can be tracked accordingly.

【0021】後退段のとき、即ち特に後退発進時、副軸
2は同様に変速段G1、G2を介して駆動される。副軸2か
らの動力伝達経路は切換スリーブ121 を介して回転反転
歯車113 へと行われ、該歯車が回転反転歯車114 と噛み
合う。後者は切換スリーブ122 を介して副軸3を駆動す
る。この副軸から被動ピニオン111 を介して動力伝達が
再び平歯車119 に対して行われる。変速段G3、G5のとき
回転方向反転は必要ない。
In the reverse gear, that is, especially when the vehicle starts moving backward, the auxiliary shaft 2 is likewise driven via the gears G1 and G2. The power transmission path from the counter shaft 2 is provided to the rotation reversing gear 113 via the switching sleeve 121, and the gear meshes with the rotation reversing gear 114. The latter drives the countershaft 3 via the switching sleeve 122. Power is transmitted from this counter shaft to the spur gear 119 again via the driven pinion 111. It is not necessary to reverse the direction of rotation at gears G3 and G5.

【0022】図2〜図5には、該当する大文字で図1に
示した平面に沿った断面が示してある。ここには入力軸
5、副軸2、3、及び差動装置の車軸4の相互位置が示
されている。円によってそれぞれ軸上を歯車が回転可能
であることが示唆してある一方、点は軸に固定配置され
たピニオンを意味する。第1変速段の前進走行時、図2
(101, 102)及び図5に示された歯車対が動力伝達経路中
にある。
FIGS. 2 to 5 show the cross section along the plane shown in FIG. 1 in the corresponding capital letters. Here, the mutual position of the input shaft 5, the counter shafts 2, 3 and the axle 4 of the differential is shown. The circles imply that the gears are rotatable on their respective axes, while the dots mean pinions fixedly mounted on the axes. When the vehicle is traveling forward at the first speed, FIG.
The pair of gears shown at (101, 102) and FIG. 5 are in the power transmission path.

【0023】第1変速段で後退走行する間、図2(101,
102)、図4及び図5の歯車対が動力伝達経路中にある。
図示の順序は、動力伝達経路中の歯車の順序にも一致し
ている。図6において象徴的に示された主軸6はやはり
耐捩り性に変速機の入力軸5と結合されている。この結
合は、やはり、捩り弾性の、但し運転中可脱不可能な図
示省略したクラッチを介して行うことができる。入力軸
5と平行に2本の副軸2、3が設けられている。入力軸
5と同軸に設けられた出力軸1は以下に述べる仕方で副
軸2、3と選択的に連結可能である。副軸2、3に担持
された駆動ピニオン317, 315は入力軸5の駆動ピニオン
316 と常時噛み合っている。副軸2の入力ピニオン317
は耐捩り性にこれに配置されている。副軸3の駆動ピニ
オン315 はこれと選択的に連結可能又はこれから可脱可
能である。
While the vehicle is traveling in reverse at the first speed, FIG.
102), the pair of gears of FIGS. 4 and 5 are in the power transmission path.
The illustrated order also corresponds to the order of the gears in the power transmission path. The main shaft 6, symbolically shown in FIG. 6, is also torsionally connected with the input shaft 5 of the transmission. This connection can also be effected via a clutch (not shown) which is torsionally elastic but which cannot be removed during operation. Two auxiliary shafts 2 and 3 are provided in parallel with the input shaft 5. The output shaft 1 provided coaxially with the input shaft 5 can be selectively connected to the auxiliary shafts 2 and 3 in the manner described below. The drive pinions 317 and 315 carried by the counter shafts 2 and 3 are drive pinions of the input shaft 5.
Always in mesh with 316. Input pinion 317 for counter shaft 2
Is arranged to be torsion resistant. The drive pinion 315 of the countershaft 3 can be selectively connected to it or can be detached therefrom.

【0024】被動軸1に歯車302(G1), 310(G2), 303(G
3), 306(G4), 307(G5) が配置されている。括弧内の記
号はそれぞれ5つのうちいずれかの変速段に付属してい
ることを意味する。前記歯車は、副軸に配置された駆動
歯車301(G1), 309(G2), 304(G3), 305(G4), 308(G5) に
よって駆動される。これらの歯車はそれぞれ付属の摩擦
クラッチ325(G1), 327(G2), 328(G3), 326(G4), 329(G
5) を介してその軸と選択的に連結可能又はこれから可
脱可能である。クラッチ325, 326は、選択的にこれらを
負荷可能な共通の操作装置303 を有する。クラッチ328,
329は、選択的にこれらを選択的に交互に操作可能な共
通の操作装置332 を有する。摩擦クラッチ327 は独自の
操作装置331 を有する。歯車302 はフライホイール318
を介して被動軸1と連結されている。変速段G1、G2の同
時投入を介して前進発進するとき、変速段G1の摩擦クラ
ッチ125 にもはや滑りが存在しなくなり且つ、摩擦クラ
ッチ127 になお滑りを有する変速段G2に推進力が伝達さ
れると、このフライホイールが開かれる。変速段G1が後
退発進時に無効となることのないように、フライホイー
ルは橋絡されねばならない。これは、このために、橋絡
クラッチ323 を介して、その横にある被動歯車303 と連
結され、該歯車は被動軸1と剛性に結合されている。こ
れは橋絡クラッチ323 を介して動力伝達経路中にある。
Gears 302 (G1), 310 (G2), 303 (G
3), 306 (G4), 307 (G5) are placed. The symbols in the parentheses mean that they are attached to any one of the five shift speeds. The gear is driven by drive gears 301 (G1), 309 (G2), 304 (G3), 305 (G4), 308 (G5) arranged on the counter shaft. These gears are the friction clutches 325 (G1), 327 (G2), 328 (G3), 326 (G4), 329 (G
It can be selectively connected to or detached from the shaft via 5). The clutches 325 and 326 have a common operating device 303 that can selectively load them. Clutch 328,
329 has a common operating device 332 that can selectively and alternately operate these. The friction clutch 327 has its own operating device 331. Gear 302 is flywheel 318
Is connected to the driven shaft 1 via. When the vehicle starts moving forward through the simultaneous closing of the gears G1 and G2, the friction clutch 125 of the gear G1 no longer has a slip, and the propulsive force is transmitted to the gear G2 which still has a friction clutch 127. And this flywheel is opened. The flywheel must be bridged so that the gear G1 is not defeated when starting in reverse. For this purpose, this is connected via a bridging clutch 323 to a driven gearwheel 303 lying beside it, which gearwheel is rigidly connected to the driven shaft 1. It is in the power transmission path via the bridging clutch 323.

【0025】副軸2に嵌着されて自由に回転可能な回転
反転歯車314 は切換スリーブ322 を介して軸2と連結可
能である。副軸3に嵌着された回転反転歯車313 は切換
スリーブ321 を介して軸3と連結可能である。切換スリ
ーブ321 は、回転反転歯車に対して選択的に、駆動ピニ
オン315 を軸3と連結し又はこれから外すことができ
る。被動軸1に担持された被動ピニオン311 は、必ずし
もではないが好ましくは副軸2で支承された中間歯車31
2 を介して、差動装置335 の駆動平歯車319 を駆動す
る。ここでもやはり駆動車輪に至る車軸4が示唆されて
いる。
The rotation reversing gear 314, which is fitted on the auxiliary shaft 2 and is freely rotatable, can be connected to the shaft 2 via a switching sleeve 322. The rotation reversing gear 313 fitted to the sub shaft 3 can be connected to the shaft 3 via a switching sleeve 321. The switching sleeve 321 can connect or disconnect the drive pinion 315 from the shaft 3, selectively for the reversing gear. The driven pinion 311 carried on the driven shaft 1 is preferably, but not necessarily, preferably the intermediate gear 31 supported on the counter shaft 2.
Drive the drive spur gear 319 of the differential 335 via 2. Here again, the axle 4 leading to the drive wheels is suggested.

【0026】変速段G1のとき、動力伝達経路は、第2変
速段G2が同時に負荷されることなく、入力軸5から駆動
歯車316 を介して駆動歯車315 に、そして切換スリーブ
321を介して副軸3へと走る。クラッチ325 を介して−
ユニット330 によって操作されて−歯車301 が駆動され
る。動力伝達経路は、この場合、歯車302 及びフライホ
イール318 を介して被動軸1及び被動ピニオン311 へと
走る。後退走行のとき軸3の駆動ピニオン315 が外さ
れ、その代わりに回転反転歯車313 が投入される。同様
に、副軸2の回転反転歯車314 は切換スリーブ322 を介
して投入される。いまや入力軸5は駆動歯車316 を介し
て駆動歯車317 を駆動する。そこから、その軸に固定さ
れた回転反転歯車を介して、回転反転歯車314, 313を介
して回転方向を反転して副軸3の駆動が行われる。その
他の動力伝達経路は変化がない。
In the gear stage G1, the power transmission path is such that the second gear stage G2 is not simultaneously loaded and the input shaft 5 passes through the drive gear 316 to the drive gear 315 and to the switching sleeve.
Run on sub shaft 3 via 321. Via clutch 325-
Operated by the unit 330-the gear 301 is driven. The power transmission path runs in this case via the gear 302 and the flywheel 318 to the driven shaft 1 and the driven pinion 311. When traveling backward, the drive pinion 315 of the shaft 3 is disengaged, and the rotation reversing gear 313 is engaged in its place. Similarly, the reversing gear 314 of the counter shaft 2 is engaged via the switching sleeve 322. The input shaft 5 now drives the drive gear 317 via the drive gear 316. From there, the sub-shaft 3 is driven by reversing the direction of rotation via the rotation reversing gears 314 and 313 via the rotation reversing gear fixed to the shaft. The other power transmission paths are unchanged.

【0027】図7〜図11には、図6に大文字で示され
た断面が示してある。被動軸1、副軸2、3、及びアク
スルシャフト又は車軸4の相互位置を認めることができ
る。更に、歯車がそれぞれの断面で示してある。円はそ
れぞれの軸で回転可能な歯車、点はそれぞれの軸に固定
された歯車を示している。歯車302 のフライホイール31
8 が特に示してある。
7 to 11 show the cross section shown in FIG. 6 in capital letters. The mutual position of the driven shaft 1, the counter shafts 2, 3 and the axle shaft or axle 4 can be recognized. Furthermore, gears are shown in their respective cross sections. Circles represent gears rotatable on their respective axes, and dots represent gears fixed to their respective axes. Flywheel 31 on gear 302
8 is specifically shown.

【0028】前進第1速のとき動力伝達経路は図11(3
16, 315)、図7、図9の歯車対を介して図示順番で行わ
れる。後退走行第1速のとき動力伝達経路は図11(31
6, 315)、図7、図10、図9の歯車対を介して図示順
番で行われる。中間歯車312 を用いて歯車311 から平歯
車319 への最終動力取出しは、図9に示した配置によっ
てかなり容易となる。この場合、歯車312 は軸2で直接
支承されており、従って軸間隔1-2, 1-3, 2-3 は選択が
制限されており、しかしいまなお必要に即している。
When the first forward speed is selected, the power transmission path is shown in FIG.
16, 315), and the gear pairs shown in FIGS. 7 and 9 are performed in the order shown. When the first reverse speed is used, the power transmission path is shown in Fig. 11 (31
6, 315), and the gear pairs shown in FIGS. 7, 10 and 9 in the order shown. Final power take-off from the gear 311 to the spur gear 319 using the intermediate gear 312 is considerably facilitated by the arrangement shown in FIG. In this case, the gear 312 is supported directly on the shaft 2, so that the axial distances 1-2, 1-3, 2-3 are of limited choice, but are still necessary.

【0029】図12は、前進走行及び後退走行のための
最も簡単な投入配置を用いて回転方向を反転する細部を
示す。回転反転歯車320 は可脱不可能に軸2と耐捩り性
に結合されており、それ故に前進走行時にも絶えず回転
する。図13は、遊転歯車として回転反転歯車を用いた
図6に示す回転方向反転のための詳細を示す。後退走行
のために、図12に示す切換スリーブ321 だけでなく、
切換スリーブ321, 322が車両停止時に又はほぼ停止時に
投入される。図13に示す配置の利点は、反転歯車が駆
動されていないことから、前進走行時の動きがきわめて
スムーズであることにある。しかも歯車313 と軸3との
間で軸受の回転数が半分になり、これも有利に作用す
る。
FIG. 12 shows the details of reversing the direction of rotation with the simplest dosing arrangement for forward and reverse travel. The reversing gear 320 is non-detachably connected to the shaft 2 in a torsion-resistant manner and therefore constantly rotates during forward travel. FIG. 13 shows details for reversing the rotation direction shown in FIG. 6 using a rotation reversing gear as the idle gear. Not only the switching sleeve 321 shown in FIG.
The switching sleeves 321 and 322 are inserted when the vehicle is stopped or almost stopped. The advantage of the arrangement shown in FIG. 13 is that the reversing gear is not driven, so that the movement during forward traveling is extremely smooth. Moreover, the number of rotations of the bearing between the gear 313 and the shaft 3 is halved, which is also advantageous.

【0030】図14は、第1速G1の歯車302 内のフライ
ホイール318 の構造実施を示す。これは、変速段G5又は
G6において変速機が高い機関回転数で運転されるとき、
摩擦クラッチ325 のクラッチハウジング及び外側摩擦板
を過回転から保護する。前進段又は後退段で変速段G1の
慣性運転のとき、フライホイールは閉じたままである。
通常の後退走行時、フライホイールの橋絡が必要であ
る。
FIG. 14 shows a structural implementation of the flywheel 318 in the gear 302 of the first speed G1. This is gear G5 or
When the transmission is operated at high engine speed in G6,
Protects clutch housing and outer friction plate of friction clutch 325 from over-rotation. The flywheel remains closed during the inertial operation of gear G1 in forward or reverse.
Flywheel bridging is required during normal reverse travel.

【0031】フライホイールの橋絡は、クラッチ325 に
よって変調された歯車301 の回転とそれに関連した歯車
302 の軸方向右への摺動とによって引き起こされる。こ
れには、歯車301, 302の適切なはすば歯車と、歯車302
のハブと非回転軸1との軸方向スプライン噛合とが決定
的である。軸方向摺動によって橋絡クラッチ部分間の噛
み合いが行われ、こうして歯車303 に対する歯車302 の
耐捩り性接続、従って軸1との結合が行われる。
The flywheel bridge is the rotation of the gear 301 modulated by the clutch 325 and its associated gear.
It is caused by sliding 302 to the right in the axial direction. This includes the appropriate helical gears of gears 301, 302 and gear 302
The axial spline engagement between the hub and the non-rotating shaft 1 is decisive. Axial sliding provides meshing between the bridging clutch parts, thus providing a torsion-resistant connection of gear 302 to gear 303 and thus coupling with shaft 1.

【0032】皿ばね324 の好適な初期応力によって、前
進走行時、駆動トルクが変化したとき歯車302 の軸方向
往復摺動が起きないように確保される。図15は、フラ
イホイール橋絡の別の構造実施を示す。ここでは切換ス
リーブ333 が切換スリーブ321, 322と同時に操作され
る。操作の構造支出が高まるのが欠点である。
The suitable initial stress of the disc spring 324 ensures that axial reciprocal sliding of the gear 302 does not occur when the drive torque changes during forward travel. FIG. 15 shows another structural implementation of a flywheel bridge. Here, the switching sleeve 333 is operated simultaneously with the switching sleeves 321 and 322. The disadvantage is that the structural outlay for operation increases.

【0033】後退発進後、後退走行は、通常、最低速に
保たれる。クラッチ325 で滑りゼロに達する直前に、電
子制御式クラッチ327 が外され、その後の推進力はクラ
ッチ325 を介してのみ送られる。前進発進のときクラッ
チ325, 327はほぼ同時に負荷され、クラッチ325 で滑り
ゼロを達成するまで維持される。
After starting from the reverse, the reverse traveling is normally kept at the lowest speed. Just before clutch 325 reaches zero slip, electronically controlled clutch 327 is disengaged, and the propulsive force thereafter is only transmitted via clutch 325. When moving forward, the clutches 325 and 327 are loaded almost at the same time and are maintained until the clutch 325 achieves zero slip.

【0034】フライホイール318 が開くこの時点後、そ
の後の発進はクラッチ327 によってのみ行われる。しか
し、最低速でのその後の走行が適当である場合、電子制
御式クラッチ327 が外される。ちなみに、図1と図6か
ら明らかなように、2つの基本的実施態様について6速
変種も容易に可能である。変速機を軸方向で延長する
と、補足的操作ユニット131, 331を軸3に収容すること
が可能となり、この軸は補助クラッチの右側を負荷する
こともできる。この別のクラッチは、軸1に至る動力伝
達経路を有する第2速、第3速、第4速、第5速と同様
に、付加的歯車対を介して推進力を実現することができ
る。操作ユニット130,330;131,331,132,332 は、ドイツ
特許公報第40 07 506号に記載されたように両側で有効
な開脚機構とするか、又は、クラッチごとに、従来の液
圧式又は空気圧式シリンダ・ピストンユニットとして形
成しておくことができる。
After this point in time when the flywheel 318 opens, further launching will only be performed by the clutch 327. However, electronically controlled clutch 327 is disengaged if subsequent travel at the lowest speed is appropriate. By the way, as is apparent from FIGS. 1 and 6, a 6-speed variant is easily possible for the two basic embodiments. The axial extension of the transmission makes it possible to accommodate the supplementary operating units 131, 331 on the shaft 3, which can also load the right side of the auxiliary clutch. This other clutch, like the second, third, fourth and fifth speeds, which has a power transmission path to the shaft 1, can realize propulsion through an additional gear pair. The operating units 130, 330; 131, 331, 132, 332 are either leg opening mechanisms that are effective on both sides as described in DE 40 07 506 or, for each clutch, as conventional hydraulic or pneumatic cylinder-piston units. Can be formed.

【0035】以下、本発明の好適な実施態様を例示す
る。 1. 入力軸(5) と平行に少なくとも2本の副軸(2, 3)
が設けられており、該副軸がそれぞれ選択的に入力軸
(5) と回転式に連結可能であり、且つ、入力軸(5) から
被動ピニオン(134,111;311) に至るトルク伝達経路中に
あり、回転方向反転のために、副軸(2, 3)に、それぞれ
互いに直接噛み合う反転歯車 (113,114;314,313)が配置
されており、該歯車が、少なくとも1つのクラッチ(12
1,122; 322,321)によって、副軸(2, 3)間の摩擦結合を
実現し又解消することができ、こうして、入力軸(5) か
ら被動ピニオン(119, 319)に至るトルク伝達経路中に反
転歯車(113,114; 314,313)がくることを特徴とする請求
項1に記載の変速機。
The preferred embodiments of the present invention will be illustrated below. 1. At least two countershafts (2, 3) parallel to the input shaft (5)
Are provided, and the auxiliary shafts are selectively input shafts.
It can be connected rotationally with (5) and is in the torque transmission path from the input shaft (5) to the driven pinion (134,111; 311), and the auxiliary shaft (2,3) for reversing the rotation direction. And reversing gears (113, 114; 314, 313) that directly mesh with each other, respectively.
1,122; 322, 321) makes it possible to realize or eliminate the friction coupling between the counter shafts (2, 3), thus reversing in the torque transmission path from the input shaft (5) to the driven pinion (119, 319). Transmission according to claim 1, characterized in that the gears (113, 114; 314, 313) are engaged.

【0036】2. 2つの最低変速段の歯車対(101と10
2, 110と109; 302と301, 310と309)が、入力軸(5) と2
本の副軸(2; 3)のうち第1副軸との間に配置されている
ことを特徴とする請求項1又は前項1のいずれかに記載
の変速機。 3. 各副軸(2, 3)が、それぞれ、変速段を実現する歯
車対の歯車の一部を担持することを特徴とする請求項
1、前項1または2のいずれか1項に記載の変速機(図
1、図6)。
2. Two lowest gear pairs (101 and 10
2, 110 and 109; 302 and 301, 310 and 309) are input shafts (5) and 2
The transmission according to claim 1 or claim 1, wherein the transmission is arranged between the first sub shaft of the sub shafts (2; 3) of the book. 3. 3. The transmission according to claim 1, wherein each of the counter shafts (2, 3) carries a part of a gear of a gear pair that realizes a shift speed. (FIG. 1, FIG. 6).

【0037】4. 各副軸(2, 3)がそれぞれ1個の被動
ピニオン(134, 111)を担持し、そのうち少なくとも1個
の被動ピニオンが、噛合式クラッチ(121, 122)を介し
て、その軸と選択的に強固に連結可能又可脱可能である
ことを特徴とする請求項1または前項1〜3のいずれか
1項に記載の変速機(図1)。 5. 入力軸(5) が、少なくとも1個の駆動ピニオン(3
16) を介して、各副軸(2, 3)のそれぞれ1個の入力ピニ
オン(317, 315)を駆動し、少なくとも一方の副軸が、噛
合式クラッチ(322, 321)を介して、当該軸と選択的に強
固に連結可能又は可脱可能であり、変速段を実現する歯
車対の歯車が、副軸と、入力軸(5) と同一軸線の出力軸
(1) とに配置されており、被動ピニオン(311) が出力軸
(1) に嵌着されていることを特徴とする請求項1または
前項1〜4のいずれか1項に記載の変速機(図6)。
4. Each countershaft (2, 3) carries one driven pinion (134, 111), of which at least one driven pinion selectively engages with its shaft via a meshing clutch (121, 122). The transmission according to claim 1 or any one of the preceding claims 1 to 3, which can be firmly connected to or detached from the transmission (Fig. 1). 5. The input shaft (5) has at least one drive pinion (3
16) to drive one input pinion (317, 315) of each counter shaft (2, 3), and at least one counter shaft is connected via a meshing clutch (322, 321). The gear pair of gears that can be selectively and firmly connected to the shaft or can be detached, and that realizes the shift stage, is the auxiliary shaft and the output shaft that has the same axis as the input shaft (5).
(1) and the driven pinion (311) is located on the output shaft.
The transmission (1) according to any one of claims 1 to 4, which is fitted in (1) (Fig. 6).

【0038】6. 最低変速段の歯車対(301, 302)の2
つの歯車の一方(302) がフライホイール(318) を備えて
いることを特徴とする前項5に記載の変速機。 7. フライホイール(318) が、後退走行時に有効な橋
絡部を有することを特徴とする前項6に記載の変速機。
6. 2 of the lowest gear pair (301, 302)
Transmission according to the preceding paragraph 5, characterized in that one of the two gears (302) comprises a flywheel (318). 7. 7. The transmission according to item 6 above, wherein the flywheel (318) has a bridge portion that is effective when traveling in reverse.

【0039】[0039]

【発明の効果】本発明により、前記構造様式を維持し、
その際、好ましくは、主軸と入力軸との間にある分離ク
ラッチを省き、他方で、クラッチの熱的負荷に関して前
進段及び後退段のとき確実な発進を可能とする、冒頭に
指摘した種類の変速機を提供することができる。
According to the present invention, the above structural mode is maintained,
In that case, it is preferable to dispense with the separating clutch between the main shaft and the input shaft, while at the same time permitting a reliable start in forward and reverse with respect to the thermal load of the clutch. A transmission can be provided.

【図面の簡単な説明】[Brief description of drawings]

【図1】第1実施態様による5速変速機と原動機のクラ
ンク軸との縦断面略示図である。
FIG. 1 is a schematic vertical sectional view of a 5-speed transmission and a crankshaft of a prime mover according to a first embodiment.

【図2】固定歯車と遊転歯車とを備えた図1に示す変速
機の軸を図1のA−A断面に沿って示す図である。
2 is a diagram showing a shaft of the transmission shown in FIG. 1 including a fixed gear and an idle gear, taken along the line AA in FIG.

【図3】固定歯車と遊転歯車とを備えた図1に示す変速
機の軸を図1のB−B断面に沿って示す図である。
3 is a diagram showing a shaft of the transmission shown in FIG. 1 including a fixed gear and an idle gear, taken along a line BB in FIG.

【図4】固定歯車と遊転歯車とを備えた図1に示す変速
機の軸を図1のC−C断面に沿って示す図である。
FIG. 4 is a view showing a shaft of the transmission shown in FIG. 1 provided with a fixed gear and an idle gear, taken along the line CC of FIG.

【図5】固定歯車と遊転歯車とを備えた図1に示す変速
機の軸を図1のD−D断面に沿って示す図である。
5 is a diagram showing a shaft of the transmission shown in FIG. 1 provided with a fixed gear and an idle gear, taken along the line D-D in FIG. 1.

【図6】高速で回転する副軸を備えた第2実施態様によ
る5速変速機と原動機のクランク軸との縦断面略示図で
ある。
FIG. 6 is a schematic vertical cross-sectional view of a 5-speed transmission and a crankshaft of a prime mover according to a second embodiment including a counter shaft that rotates at high speed.

【図7】固定歯車と遊転歯車とを備えた図6に示す変速
機の軸を図6のA−A断面に沿って示す図である。
7 is a diagram showing a shaft of the transmission shown in FIG. 6 including a fixed gear and an idle gear, taken along the line AA of FIG.

【図8】固定歯車と遊転歯車とを備えた図6に示す変速
機の軸を図6のB−B断面に沿って示す図である。
8 is a diagram showing a shaft of the transmission shown in FIG. 6 including a fixed gear and an idle gear, taken along the line BB in FIG.

【図9】固定歯車と遊転歯車とを備えた図6に示す変速
機の軸を図6のC−C断面に沿って示す図である。
9 is a view showing a shaft of the transmission shown in FIG. 6 provided with a fixed gear and an idle gear, taken along the line CC of FIG.

【図10】固定歯車と遊転歯車とを備えた図6に示す変
速機の軸を図6のD−D、E断面に沿って示す図であ
る。
10 is a view showing a shaft of the transmission shown in FIG. 6 provided with a fixed gear and an idling gear, taken along lines DD and E in FIG.

【図11】固定歯車と遊転歯車とを備えた図6に示す変
速機の軸を図6のE−E断面に沿って示す図である。
11 is a diagram showing a shaft of the transmission shown in FIG. 6 including a fixed gear and an idling gear, taken along a line EE in FIG.

【図12】図6に示す前進走行と後退走行との間で切換
えるための切換スリーブの2つの異なる構造実施態様を
示す。
12 shows two different structural embodiments of the switching sleeve for switching between the forward drive and the reverse drive shown in FIG.

【図13】図6に示す前進走行と後退走行との間で切換
えるための切換スリーブの2つの異なる構造実施態様を
示す。
13 shows two different structural embodiments of the switching sleeve for switching between the forward drive and the reverse drive shown in FIG.

【図14】図6に示すフライホイール橋絡部の2つの異
なる構造実施態様を示す。
14 shows two different structural embodiments of the flywheel bridge shown in FIG.

【図15】図6に示すフライホイール橋絡部の2つの異
なる構造実施態様を示す。
15 shows two different structural embodiments of the flywheel bridge shown in FIG.

【符号の説明】[Explanation of symbols]

1 被動軸 2,3 副軸 4 車軸 5 入力軸 6 主軸 101, 301 駆動ピニオン G1 102, 302 歯車 G1 103, 304 駆動歯車 G3 104, 303 歯車 G3 105, 305 駆動歯車 G4 106, 306 歯車 G4 107, 307 駆動歯車 G5 108, 308 歯車 G5 109, 309 歯車 G2 110, 310 駆動歯車 G2 111, 311 駆動歯車 113, 314 駆動反転歯車 114, 313 被動反転歯車 312 中間歯車 315 側部歯車 316 駆動歯車 317 側部歯車 318 フライホイール 119, 319 駆動平歯車 320 駆動反転歯車 121, 321 切換スリーブ D-N-R 122, 322 切換スリーブ NR 323 噛合クラッチ・橋絡クラッチ 324 皿ばね・橋絡クラッチ 125, 325 クラッチ 1G 126, 326 クラッチ 4G 127, 327 クラッチ 2G 128, 328 クラッチ 3G 129, 329 クラッチ 5G 130, 330 操作ユニット G1、G4 131, 331 操作ユニット G2 132, 332 操作ユニット G3、G5 333 切換スリーブ・橋絡クラッチ 134 被動ピニオン(軸2) 135 差動装置 1 Driven shaft 2, 3 Secondary shaft 4 Axle 5 Input shaft 6 Main shaft 101, 301 Drive pinion G1 102, 302 Gear G1 103, 304 Drive gear G3 104, 303 Gear G3 105, 305 Drive gear G4 106, 306 Gear G4 107, 307 Drive gear G5 108, 308 Gear G5 109, 309 Gear G2 110, 310 Drive gear G2 111, 311 Drive gear 113, 314 Drive reversing gear 114, 313 Driven reversing gear 312 Intermediate gear 315 Side gear 316 Drive gear 317 Side Gear 318 Flywheel 119, 319 Drive spur gear 320 Drive reversing gear 121, 321 Switching sleeve DNR 122, 322 Switching sleeve NR 323 Mesh clutch / bridge clutch 324 Disc spring / bridge clutch 125, 325 Clutch 1G 126, 326 Clutch 4G 127, 327 Clutch 2G 128, 328 Clutch 3G 129, 329 Clutch 5G 130, 330 Control unit G1, G4 131, 331 Control unit G2 132, 332 Control unit G3, G5 333 Switching sleeve / bridge clutch 134 Driven pinion (shaft 2) ) 135 Differential

─────────────────────────────────────────────────────
─────────────────────────────────────────────────── ───

【手続補正書】[Procedure amendment]

【提出日】平成6年6月29日[Submission date] June 29, 1994

【手続補正1】[Procedure Amendment 1]

【補正対象書類名】明細書[Document name to be amended] Statement

【補正対象項目名】0024[Name of item to be corrected] 0024

【補正方法】変更[Correction method] Change

【補正内容】[Correction content]

【0024】被動軸1に歯車302(G1), 309(G2), 303(G
3), 306(G4), 307(G5) が配置されている。括弧内の記
号はそれぞれ5つのうちいずれかの変速段に付属してい
ることを意味する。前記歯車は、副軸に配置された駆動
歯車301(G1), 310(G2), 304(G3), 305(G4), 308(G5) に
よって駆動される。これらの歯車はそれぞれ付属の摩擦
クラッチ325(G1), 327(G2), 328(G3), 326(G4), 329(G
5) を介してその軸と選択的に連結可能又はこれから可
脱可能である。クラッチ325, 326は、選択的にこれらを
負荷可能な共通の操作装置330 を有する。クラッチ328,
329は、選択的にこれらを選択的に交互に操作可能な共
通の操作装置332 を有する。摩擦クラッチ327 は独自の
操作装置331 を有する。歯車302 はフライホイール318
を介して被動軸1と連結されている。変速段G1、G2の同
時投入を介して前進発進するとき、変速段G1の摩擦クラ
ッチ325 にもはや滑りが存在しなくなり且つ、摩擦クラ
ッチ327 になお滑りを有する変速段G2に推進力が伝達さ
れると、このフライホイールが開かれる。変速段G1が後
退発進時に無効となることのないように、フライホイー
ルは橋絡されねばならない。これは、このために、橋絡
クラッチ323 を介して、その横にある被動歯車303 と連
結され、該歯車は被動軸1と剛性に結合されている。こ
れは橋絡クラッチ323 を介して動力伝達経路中にある。
Gears 302 (G1), 309 (G2), 303 (G
3), 306 (G4), 307 (G5) are placed. The symbols in the parentheses mean that they are attached to any one of the five shift speeds. The gear is driven by driving gears 301 (G1), 310 (G2), 304 (G3), 305 (G4), 308 (G5) arranged on the counter shaft. These gears are the friction clutches 325 (G1), 327 (G2), 328 (G3), 326 (G4), 329 (G
It can be selectively connected to or detached from the shaft via 5). The clutches 325 and 326 have a common operating device 330 that can selectively load them. Clutch 328,
329 has a common operating device 332 that can selectively and alternately operate these. The friction clutch 327 has its own operating device 331. Gear 302 is flywheel 318
Is connected to the driven shaft 1 via. When the vehicle starts to move forward through simultaneous closing of the gears G1 and G2, the friction clutch 325 of the gear G1 no longer has a slip, and the propulsive force is transmitted to the gear G2, which still has a friction clutch 327. And this flywheel is opened. The flywheel must be bridged so that the gear G1 is not defeated when starting in reverse. For this purpose, this is connected via a bridging clutch 323 to a driven gearwheel 303 lying beside it, which gearwheel is rigidly connected to the driven shaft 1. It is in the power transmission path via the bridging clutch 323.

【手続補正2】[Procedure Amendment 2]

【補正対象書類名】明細書[Document name to be amended] Statement

【補正対象項目名】符号の説明[Correction target item name] Explanation of code

【補正方法】変更[Correction method] Change

【補正内容】[Correction content]

【符号の説明】 1 被動軸 2,3 副軸 4 車軸 5 入力軸 6 主軸 101, 301 駆動ピニオン G1 102, 302 歯車 G1 103, 304 駆動歯車 G3 104, 303 歯車 G3 105, 305 駆動歯車 G4 106, 306 歯車 G4 107, 308 駆動歯車 G5 108, 307 歯車 G5 109, 309 歯車 G2 110, 310 駆動歯車 G2 111, 311 駆動歯車 113, 314 駆動反転歯車 114, 313 被動反転歯車 312 中間歯車 315 側部歯車 316 駆動歯車 317 側部歯車 318 フライホイール 119, 319 駆動平歯車 320 駆動反転歯車 121, 321 切換スリーブ D-N-R 122, 322 切換スリーブ NR 323 噛合クラッチ・橋絡クラッチ 324 皿ばね・橋絡クラッチ 125, 325 クラッチ 1G 126, 326 クラッチ 4G 127, 327 クラッチ 2G 128, 328 クラッチ 3G 129, 329 クラッチ 5G 130, 330 操作ユニット G1、G4 131, 331 操作ユニット G2 132, 332 操作ユニット G3、G5 333 切換スリーブ・橋絡クラッチ 134 被動ピニオン(軸2) 135 差動装置[Explanation of symbols] 1 driven shaft 2, 3 counter shaft 4 axle 5 input shaft 6 main shaft 101, 301 drive pinion G1 102, 302 gear G1 103, 304 drive gear G3 104, 303 gear G3 105, 305 drive gear G4 106, 306 gear G4 107, 308 drive gear G5 108, 307 gear G5 109, 309 gear G2 110, 310 drive gear G2 111, 311 drive gear 113, 314 drive reversing gear 114, 313 driven reversing gear 312 intermediate gear 315 side gear 316 Drive gear 317 Side gear 318 Flywheel 119, 319 Drive spur gear 320 Drive reversing gear 121, 321 Switching sleeve DNR 122, 322 Switching sleeve NR 323 Mesh clutch / bridge clutch 324 Disc spring / bridge clutch 125, 325 Clutch 1G 126, 326 Clutch 4G 127, 327 Clutch 2G 128, 328 Clutch 3G 129, 329 Clutch 5G 130, 330 Operation unit G1, G4 131, 331 Operation unit G2 132, 332 Operation unit G3, G5 333 Switching sleeve / bridge clutch 134 Driven pinion (shaft 2) 135 differential

Claims (1)

【特許請求の範囲】[Claims] 【請求項1】 入力軸を備えており、該軸が、さまざま
な変速段を実現する歯車対を介して、入力軸と平行な少
なくとも1本の別の軸と連結可能であり、各歯車対の各
1個の歯車が2本の軸の一方と耐捩り性に結合されてお
り、又、各歯車対の他方の歯車が、それぞれ摩擦クラッ
チを介して、2本の軸の他方と選択的に耐捩り性に結合
可能となった、負荷を受けて変速可能な変速機におい
て、入力軸(5) が主軸(6) と耐捩り性に結合されてお
り、入力軸(5) から被動ピニオン(134,111;312) に至る
トルク伝達経路中に、回転方向反転手段が設けられてお
り、前進走行時にも後退走行時にも発進のために2つの
最低変速段の摩擦クラッチ (125,127;325,327)をほぼ同
時に負荷する手段が設けられており、遅くとも最低変速
段の摩擦クラッチ(125, 325)で同一回転数が達成される
まで、2つの摩擦クラッチを介してトルク伝達経路が維
持されることを特徴とする変速機。
1. An input shaft is provided, which can be connected to at least one other shaft parallel to the input shaft via a pair of gears that realize various gears, and each pair of gears is connected to the other shaft. Each one of the gears is torsionally coupled to one of the two shafts, and the other gear of each gear pair is selectively coupled to the other of the two shafts via a friction clutch. In a transmission capable of shifting under load, which can be coupled with torsion resistance, the input shaft (5) is torsionally coupled with the main shaft (6), and the input pinion (5) drives the driven pinion. In the torque transmission path to (134,111; 312), the rotation direction reversing means is provided, and the friction clutches (125,127; 325,327) of the two lowest shift speeds are almost provided for starting both forward and backward running. A means to load at the same time is provided, and at the latest, the same rotation speed can be achieved with the friction clutch (125, 325) at the lowest speed. Transmission, characterized in that the torque transmission path is maintained via two friction clutches until achieved.
JP06106286A 1993-04-22 1994-04-22 Transmission that can shift under load Expired - Fee Related JP3106277B2 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE43-13-167-0 1993-04-22
DE4313167A DE4313167C2 (en) 1993-04-22 1993-04-22 Gearbox switchable under load

Publications (2)

Publication Number Publication Date
JPH07305747A true JPH07305747A (en) 1995-11-21
JP3106277B2 JP3106277B2 (en) 2000-11-06

Family

ID=6486102

Family Applications (1)

Application Number Title Priority Date Filing Date
JP06106286A Expired - Fee Related JP3106277B2 (en) 1993-04-22 1994-04-22 Transmission that can shift under load

Country Status (8)

Country Link
US (1) US5493927A (en)
JP (1) JP3106277B2 (en)
KR (1) KR0138470B1 (en)
DE (1) DE4313167C2 (en)
ES (1) ES2116144B1 (en)
FR (1) FR2704288B1 (en)
GB (1) GB2277356A (en)
IT (1) IT1269560B (en)

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JP5276272B2 (en) * 2007-03-20 2013-08-28 株式会社小松製作所 Industrial vehicle transmission
ITTO20090750A1 (en) * 2009-10-02 2011-04-03 Oerlikon Graziano Spa TRANSMISSION TO TWO SPEEDS FOR ELECTRIC VEHICLES

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Also Published As

Publication number Publication date
ES2116144A1 (en) 1998-07-01
GB9408004D0 (en) 1994-06-15
ES2116144B1 (en) 1999-03-01
DE4313167A1 (en) 1994-11-03
FR2704288B1 (en) 1996-08-02
IT1269560B (en) 1997-04-08
ITMI940723D0 (en) 1994-04-15
US5493927A (en) 1996-02-27
DE4313167C2 (en) 2000-05-11
FR2704288A1 (en) 1994-10-28
KR0138470B1 (en) 1998-04-30
ITMI940723A1 (en) 1995-10-15
GB2277356A (en) 1994-10-26
JP3106277B2 (en) 2000-11-06

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